Method and means for applying engine explosion pressure



METHOD AND MEANS FOR APPLYING ENGINE EXPLOSION PRESSURE Filed Oct. 15 1924 2 Sheets-Sheet 1 INVEN TOR.

Dec. 4, 1928. 1,693,733

C. L. STOKES METHOD AND MEANS FOR APPLYING ENGINE EXPLOSION PRESSURE Filed Oct. 15, 1924 2 Sheets-Sheet 2 INVENTOR.

Patented Dec. 4, 1928.

UNITED STATES T CHAR-LES LAWRENCE STOKES, OF L08 'ANGELES, CALIFQENIA.

METHOD AND MEANS FOR APPLyn'ie ENGINE nxrno'sron reassess.

a nmion filed October 15,}1924. serial "No resists.

My invention relates to improvements in utilizing the hot gases of an internal. coinbustion engine under -explosion qpressure, wherein the expanding just prior to being exhausted from the engine are trapped in order to utiliz'e'the Work 'remalning there- Another object ofmy invention is to utilize the ivaste heat fromexhaust gases'unc ler-pressurein the operation of an internal combustion engine.

Another ohjcctof my invention is to provide a constant volume engine.

Anotherobject of my invent-ion is to pro 'vide a constant compression engine.

Another object of my invention is to provide a constant volume engine which -may also be a supercharged constant volume engine.

In general. the further-objects of Inv in- V vention are to provide means of utilizing waste exhaust cases under pressure for vaporizin liquid fuel, and supercjhargin-gan internal combustion engine.

V This invention embodies improvements on n v Patent 1.3085560 and alsoimprovements on a copeuding application executed ofeven date herewith. v

' Referring to the drawings in which the same numlsiers indicate like. parts v Fig. 1 isfa vertical sectiom partly in elem tion, an engine en'ihodying' my improve.

ments.

Fig. 2 is a. transverse section along the lines 22 of Fig.1.

Fig. 3 is a transverse section along the lines 3-3 OfFlg. 1. r i

Fig. 4 is a transverse section along the lines 44 of Fig. 1. i

An internal combustion engine 1. or the type described in my aforesaid patent; 'is provided with a cylinder 2 surrounded by a Water jacket 3. Within the-cylinder 2 is reciprocated a. sleeve valve 4 having at ts nd an annular piston skirt 5 Wl1ich'rec1p-.

rocates in an extension of the engine crank 'c'ated 'Wi'thi'nthe sleeve 4 and both 54 and '6 are reciprocated hy-theturninof the engine cranl: shaft 7, the piston 6 'being zictiizrtd by a connecting rod 8 and-the sleeve *4 being actuated "by a connecting rod 9 operated through the niovenient of-anj eccentric 1 0.

It will be noted: here "that the piston 6 and "the sleeve :4 are reci pro'cated *in opposite p'hase "to the end that -Wi-t hthe proper design as to the throws and weights of the piston and sleeve together with theinconnect-ing rods, a balanced couple will result ineach individualcy linder of a r'riiilti+cylindered en chamber 191 and 'hojll'otv rotary "throttling A part of the water jacket .3 issegregated to form a "vftpbl lz flig, and supercharg mfg and distributing valve -12 fispassed th'er'ethrough providing communication interiorly thereof with cbm g i p 13 at the uppe're'nd Of 5. Y r

The valve '152 rebates; closely "at its beam, "in the lower portion of 11 and also'cn'trally in a Web 14L and at its upper end in a Web 15 andvalve 12 contains a lowenp'ortfi adapted to rg'isteravi'th a passage 17 anl 'an upper port 1 8 adaptjedto registerWit-h"passaietw. Ase'ri es of slots QO alls serve to pass a iniXture of air and liquid fuel, or air and gases, from a carburetor'fl throng-ha inanitold 22 and past a rotary-valve to the in t-e'rior of -12, so that a combustible mixture 'mayhe alternately drawn in 13and*f0rced" to the 'interior' of 4 at the proper moment.

. The carburetor-21 =is' s owed with "a liquid feeding pipe 24, an a*passage25e nt1a feedingfp i'pe gti to theend the empin-ix'tuieofliquid tue'l and '11, or *gas and air, may "he provided for operating u engine 1 as desired.

The cylinder 2 is provided with upper-and lower groovedfpas'sages 2-7 and {28 respectively adapted to communicate re with the passages 19 and Hand aisals'opm vided with an intermediate grooved passage "29 adapted to communicate por'tfiO I The sieevet is provided with an upper helt of ports 31 and a lower belt of ports/32 adapted to reg with the es 527' and 28 "respectively and v iis also provided with an intermediate belt with an exhaust isterat predeterminedperiods w sage 29.

of ports 33 adapted: to register with the pas The outer end of 2 and 4 is closed by a water jacketed cylinder head 34 adapt d to be closed by a spark plug .inorifice and an extension 36 is bolted to 34 for guiding completely closed during one revolution of7.

A slanting passage passes tl'irough 2 forprovi ding communication between 11 and the interior ofa and the proportionate opening ot'aO may be governed by the movement of 12 by meansof a control 41 adjustably clamped to the valve 12, see Fig. 4, access to which may be e obtained by the removal of a cover plate 42. C

It will benoted that the belts of ports 31, 32 and 33 are constructed with Walls at an I angle from thehorizontal where such ports pass through the sleevel for comn'iunicat ing respectively with passages 27, 28 and 29,

fan

.- this angle serving to direct theentering combustible gases particularly towards the inner end of 34 and the. top of piston .6 inorder to completely scavenge the interior of 2 and also in the case of the ports 33 to provide a straight passageway from the interior of 2 to the interior of 11 as'will' be later described. l j i As shown in Fig. 1 the piston '6 is at the bottom of its stroke and the sleeve 4; and

piston 5 are at the top oftheir strokes, which position itis provided that the belts of ports 31, 32 and-33 give completeaccess respcctively to the passages 27, 28 and 29. The

engine being described isof a two cycle type and therefore inthe"particularposition illustrated the 'chargeyof combustible mixture which has previously jbeendrawn from 21 through 22, 20 and 12, Willhave been compressed in 13 and 12 and therefore if the ports 16 and 18 are in. full register with the Jassa es 17 and 19 res )ectivel it will be seen I g I Y.

that the combustible charge compressed in 12 will have passed through-31 and interioruof 2, thus forcingexhaust gases through 33 and 30, it. being understood that to the in this position the-valve 23 would be closed 1n ordertoma ntain the gas under pressure As is usual in two cycle practiceand is explained in my aforesaid patent the belt of exhaust ports '33 is arranged to register Withlthepassage 29 a slight predeteriinined distance ahead of the registryof the belts of ports '31 and, 32 with the passages 27 and .28 respectively in order that the exhaust gases will be relieved of their pressure full capacity, which slightly in advance of the incoming charge of fresh combustible gas sothat such fresh gas will have but atmospheric pressure to overcome when injected by 5 into the interior of l. It nowit be assumed that 6 is starting to move-on its compression stroke, 5 will be coming down on its suction stroke and valve 23 will be opening for the admission of further combustible mixture through 12 into13 and the belts oit ports 31, and 33 will be moving down for closing the passages 19, 17 and 29 respectively to the end tliatwhen' 6 is moved a predeternnned distance the passages 19, 17

and 29,will be closed from the interior of 2 and therefore the piston 6 may compress this fresh charge of gas in the interior of 4 to its as is then fired at the 3 correct position of 6 tor imparting a power impulse to 6. j V

Let it be assumed that this firing position is when 6 is at its upper limit of travel and 5 is at its lower limit of traveL'in which case it may be seen that 13 will then be full of a 7 fresh chargeofcombustible'gasandthe yalve 23 will be just closed.

i The piston Gthen descending on itspower stroke, and at a predetermined position in that power stroke, and also owing to thefact that the sleeve 45s ascending, one of the ports inthe belt 33 will come into registry with the passage 40 and when said port is uncovered by'the piston6 a portion of the gasesunder explosion pressure will pass into. 11" and will be trapped therein because the sleeve 4 will continue its upper movement to close off the passage i0 and thereafterwill connect the-belt of j ports 33 for relieving the balance of the pres sure of the exploded gases and,as already explained, thereafter. the fresh compressed charge in 13 and 12 will scavenge the interior of 4 of the balance of the exhaust gases.

The exhaust gases under presstu enow trappedin 11 will be then injected into the interiorof 4 when piston 6 next starts on its up stroke and. sleeve 4 starts on its downstroke because the belt of ports 33 will first come out of registry withthe passage 29 and will thereafter register with the passage40 so that the. exhaust gases underpressure w ll be directed towards the head ol pis'ton 6 and thereby, by

their wei ht. increase to an desired de ree the compression to which illQCOlllbLlStlblQ' gas in l may be subjected. 1 Immediately after the exhaust gases arethus injected through 40, it will be seen that the upward movement of 6will cover the belt of ports 33 and also the passage 40 thuspreventing any of the charge within 4 frombeing forced into 11. r j Preferablyl arrange the sizes of the belts d pa ts-31, and 33 andlalso the size of passsage 40in conformity with the bore and stroke of the engine so thatthe exhaust gases under a pressurewill be trapped 11 at a predetermined degree of revolution of 7 from upper dead center and this degreeaof revolution maybe varied to get a desired effect but as an illustration it will be seen that ii a port of the b elt is in registry w ith'l'l at abet-111120 of revolution exhaust gases will be trapped in 11 at varying degrees of pressure depending on the amount of combustible charge admitted through 12. From 120 of revolution on, it Will .be seen that the'sleeve 41 will close the passage 40 and thereafter almos't'inimediatelythebelt of ports 33 will register with 29 and the movement of sleeve 4 Will then restrain the exhaust gases in 11 until the piston 6 travels about from lower dead center when the downward movement of sleeve 4 will uncover/the passage 40again and thereafter ,"the exhaust gases beingiquiekly in jected intot, the piston 6 will cover thebelt of ports and therebyalso the passage K10.

If liquidfuel and air is being supplied from 521, it Will be seen that the heat of the exhaust gases trapped in 11 will serve largely to vaporize any unva orized liquid fuel passing through 12 and tis ishigl.1ly 'd'esi'ra'blein order to prevent unvaporized fuel passing into 1'3 ,and consequently the "heat of the ex 'haust gases is extremely useful for this purpose, wherein valve 12 forms a:hot-'spot.

The amount ofexhaust gas trappe'din 11, and consequently the pressure under which it is retainedtherein, may be largely controlled by the 'action .of 41 due to the movement of 12 and the control 41 maybe adjusted for V114 rious operations of engine "1 as is desired. For instance, if it be desired to maintain constant volume, with or'without supercharge,

in the interior oft, the control 11 may he arrangedto open 40 to the 'fullestext'ent When the ports 16 and 18' are at minimum registry .with the passages 17 and19 respectively.

Thereafter When 16 and 18arein full registry with 17 and 19 respectively, the control 41 will have partially closed the passage 40, so that in this manner a compensated compression is obtained. fVVhcn 16 and'18 are partially closed it will be seen that a lower exploe sion pressure will result i114 but when 16 and 18 are fully open a maximum explosion pressure will result in 4 and therefore it can be seen. that a regulation for constant volume may be obtained by the setting of-t he control 1 1.

At the same time I do not limit myself to this particular setting because some-designers of engines do not, arefer constant volume with variable speed ut require only supercharging on full load, or asthe load approaches v the maximum, and therefore insuch cases it can be seen that 41 maybe so arranged to operate in a fashion opposite to tliat already described.

Referring particularly to the-operation of throttle 12, it may be seen that, if 12 is as-- s nned to'be operative in clockwisefashion, the

ports '18 and 161will register with-the pas sages 19 and '17 respectively at different-periods. This arrangement -is made in'orderto provide for thefilonger travel (if-combustible gas from 1 througl-i"12Bto18'and also to-prov iide for stratification of the oharge fomed :into 4 at gh-t loadsavhere'by the combustible gas may only pass 't hrough =18and therebyis easrly -ti-1ed' -becai-ise the same "will scavenge "the sleeve -1 only "in the vicinity =of-the spark plug and likewise-Will heheldhycoinpression only in the vicinityof-thespark plug.

doing-this greatlfleX'i-b-ility andother desirable ,fe atures may be obtained time operation of atwo'cyele engine, morepartioularly with the type hereinitlustratedand '(fle'seri-bed-"in Wl-fieh minimum travel f'orit he scavenging ga se s is provided.

' Thus a warts seen that it as flight loads the rotation of 12 causes" 18 to be only partly open,ia.'predeterminedamoumefeoni bustihle gas only will pass through 19 and '31 'tEor scavenging the upper part ofthe1inter'ior of i 1 close to the -spark plug orifice 35 and thiis' amount of gasf-being Stratified, will fire easi ly to obtain the desired" effect for a *liglrt'load because the port .ldw ill be -e'n'tirell-y c'losed *fronrregistry with thepalss a ge 1-7,

Thereafteri-f itloe idesiretl te -increase the speed of the engine, 18 will further openruntil at least one half achar-ge for the 'entirecylinder maybe admitted thronghr1-8 and as the ther into registry Wit-l1 the passage 17 mtil finja lly a complete chargeywill fill the i ntel i'er 0&4. p ,Y

speed or the engine is inoreaseel'by therota tion of 12,-the port 16 will come further and fur- As alreadystatefd, it is des-irahl-e in any case i to proportion the opening of 18 with regard to theopen'ing of 1% to takeeare of the longer distance of travel of the gases from '13 "under all conditionsan'd this system ismore -espe- 18 andltialre'ady described.

- i he compression of gas in 12 anay' he' elesigne'd for anypredetermined maximumuand' therefore non'iatter how wide openthe ports 18 and 16 may ba t-hesamedegreeof com pression will prevail in12=pr-i n to t he' uncovering of passages 1-9v-and"'17by the-f'belts,

of ports 31 and32 respecti-vely. in thismanoner nore effective operation is maintained and the throttle- 12 controls the passage of combustible inixture through the carburetor 21 because it will be see'nthat if a minimum amount of combustible gas is being expelled from 12, a minimum suction thereafter will prevail for-application to the carburetor 21. In other WOIClS, a constant sup ly of'coinbustible gas is maintained for e ective use at the proper time under constant compression in1'2 and 13. p

'Dhe'engine 1 as aas wa a) e lubricated by i latter lubricating oil may pass through a pas" sage l3to lubricate the lowerend ot' valvelQ rotatable lit in its bearing.

meansof the construction described by what is known as splash lubricating whereby not only are the surfaces of 6' and 4 lubricated by oil thrown thereonby the revolution of 7but oil is also carried by (iand passesthrough I-t is of 'courseobvious that the various methods of supercharging etc, described may be incor stance, t e supercharging chamber '11 may or may not beused although I prefer to do so and also many variations occur in the application of the herein described principlesr but such applications are apparent to those skilled in the art and fully set forth in the appended claims.

It is apparent from the description, also v-particularly that stratification may be had under certain conditions and also under other be in the ratio of aboutt-Wotoone but this j may be varied to suit lanyparticulardesign. -'In general, asbeforestatedflhe sleeve 4 W th conditions a certain amount of turbulence may occur, both of which factors are of great advantage under predetermined conditions for efficient engine; operation and for economy. i i, a A

The relative strokes of pistons 6 and 5 may j its connecting rod 9 is arranged to format balance couple withthepiston 6 and its connecting rod 8 and in this manner vibration is largely elimmated n the operation of en- Further, the arrangement of valve 12 being heated by-th e exhaust gases constitutes Whatis known as a hot-spot and. the degree of heatimpii ited thereto by the exhaust gases Will depend upon the position'in which the 1 exhaust gases are withdrawn from the inpassages in 14 '(notshown). Iclaim: i W t .v y ,1. Means for stratifying acombustible terior of 4. The pressures under which the exhaust gases are Withdrawn from the interior of 4; will depend upon the position, or

degree ofstroke, which. will uncover passage 40 for filling 11; with hot gasesundcr pressure. The chamber 11 may be: separated by the weblt into upperand lower compartments which may be suitablyqoined through mixture and exhaust gases in an internal con'r bustion engine comprising an interior movable member adapted to inject a combustible inix-- j ture into the engine and eject exhaust gases from theengin'e to form only an upper stratum of combustible mixture and a"- lower stratum of exhaust gases; i 1 j 2. In an'internal combustion engine having' an interior sleeve valve for controlling an inlet port and an exhaust port, ahollow rotat tible mixturcto the inlet ports.

ing an interior sleeve valve torc'ontrollinga inletports. rated or not in an engmet For m- I of the sleeve valve. 1 r

able valve for passing combustible mixture to the inlet port. i i I 3. In an internalfcombustion engine having an interior sleeve valve for controlling a plurality of inlet ports and an exhaust port, a hollow rotatable valve for passingcombus- 4:. In an internal combustionengine havplurality of inlet ports and an exhaust port,

ports for passing coml )ustible mixture to the 5. In an internal combustion engine having a sleeve valve for-controlling inlet and exhaust ports, a chamber in said engine for l'GtillIllIlg and releaslng exhaust gasesn ac- 'cordance w th the movement of the sleeve valve, and a hollow valve cxtendingthrough said chamber to conduct explosive mixture to .said inlet ports.

a hollow rotatable valve having a plurality of 6. An internal combustion engine having a sleeve "valve, a compression chamber and a carburetor in combination with "means to pass a combustible mixture from the car buretor to the compressionlchamber and thence 1n varymg amounts to theinterior of y the sleevevalve, and a piston' connected to said valve for compressingqthe charge" in, said chamber. i i p 7. An internal combustion engine having a sleeve valve; a con'ipressionfchamberand a carburetor in combination with means to pcssa combustible mixture from the carburetor to the compression'chamber, vvhere the same is compressedat constant pressure, and thence invarying ZIHlOllllt-SlO the interior of I the sleeve valve. v v

8. An internal combustion engine having a slcevevalve, a compression chamber and a carburetor in combination With means for passing andvaporizing liquid fuel from the carburetor -to the compression chamber, means in said chamber for heating the mixture, and means for controlling the amount of heated mixture delivercclto said sleeve valve.

9. An internal combustion engine havinga sleeve valve, a compression chambei and a carburetor, injcombinntion with means for passing and vaporizing liquid fuel from the carl u' retor to the compression chamber where the same is compressed at; constant pressure and thence in varying aniouts to the interior l0. The combination with anintcrnal (four bastion eng ne having amainp ston,a-combilned sleeve valve and skirt istonand a carburctor, of avalve forcontrrrling'theipassage jectcdto the actionof theanain piston.v

11.. The combinationivith aninternalcombustion engine having a main piston, a combined sleeve valve and skirt piston and a carburetor of a valve for controlling the passage to the action of the main piston.

12. The combination with an internal combustion engine having a ported sleeve valve forming a combustion space, anv air supply and a compression cylinder for the air of a chamber exterior to the sleeve valve, a passage connectin the interiors of the sleeve.

valve andehamber and means to control said passage and regulate the air on'iis way from the compression cylinder to a sleeve valve port. r v I 13. The method of charging and maintaining constant compression in an internal combustion engine which consists in compressing a combustible mixture and injecting the same into the engine, igniting the mixture in the engine under further compression for producing a power stroke then withdrawingpart of the ignited charge while under compression and injecting the same into the engine prior to the full compression of succeeding injec ed combustible mixture for a succeed in g power stroke. v v c 14. The method of charging and maintaining constant compression in an internal combustion engine which consists-in compressing a combustible mixture at constant compression and injecting the same into the engine, igniting the mixture in the engine under further compression for producing a power stroke then withdrawing part of the ignited charge and injecting the same into the engine prior to t-hefull compression of succeeding injected combustible mixture for a succeeding power stroke.

In an internal combustion engine, a

cylinder, a piston therefor, a throttle member for introducing anexplosive charge into each end of said cylinder, and means for adjusting said throttle member for introducing an explosive charge into one end only of said cylinder.

16. In an internal combustion engine, a cylinder provided with intake and exhaust ports, a sleeve valve within said cylinder, means for operating said valve for opening and closing said intake and'exhaust ports, a;

hollow valve for controlling the supply of explosive mixture to said cylinder, a'rotary valve iorcontrolling the flow of mixture to said hollow valve, anda piston adapted to reciprocate within said sleeve valve. 7

1'7. In an internal combustion engine, a cylinder, a sleeve valve for the cylinder, a piston for said cylinder, and a crank shaft for reciprocating said piston and valve in opposite phases whereby a balanced couple will result in the reciprocation of said valve and piston. p I

18. Inan internal combustion engine, a

cylinder having a chamber within its walls and provided. with a port, a piston reciprocatin within said cylinder, and means for opening and closing said port for introducing a portion of the exhaust gases under pressure into said chamber and permitting the same to escape into said cylinder during the compression stroke of said piston.

19. In an internal combustion engine, -.a cylinder having intake and exhaust ports, a piston there-for, a heated chamber for containing an explosive mixture, means for compressingthe mixture in'said chamber, and means for opening said intake ports for receiving said mixture from said cylinder. 1 20. In an internal combustion engine, a cylinder, a piston for said cylinder, and means for introducing an explosive mixture into said cylinder at a constant pressure at all engine speeds.

'21. In an internal combustion engine, a cylinder having intake and exhaust ports, a piston for said cylinder, a chamber for containing exhaust gases, said chamber having a port leading into said cylinder, means for opening said port at a predetermined position of said piston, and means for adjusting the effective size of said port.

'22. In an internal combustion engine, a

cylinder and a piston therefor, said cylinder having inlet ports at each end portion thereof and an exhaust port at its central'portion, said inlet ports opening toward the ends of said cylinder for directing the intake explosive mixture toward the ends of saidcylinder for scavenging the same.

Signed at Wilmington, in the county of Los Angeles and State of v California, this 26th day of July A. D; 1924.

CHARLES LAWRENCE STOKES.

said chamber into i 

